EP3135520A1 - Vehicle drive device - Google Patents
Vehicle drive device Download PDFInfo
- Publication number
- EP3135520A1 EP3135520A1 EP15782445.9A EP15782445A EP3135520A1 EP 3135520 A1 EP3135520 A1 EP 3135520A1 EP 15782445 A EP15782445 A EP 15782445A EP 3135520 A1 EP3135520 A1 EP 3135520A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- motor generator
- disconnecting unit
- power
- vehicle
- power connecting
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
- 230000005540 biological transmission Effects 0.000 claims description 42
- 230000008929 regeneration Effects 0.000 claims description 26
- 238000011069 regeneration method Methods 0.000 claims description 26
- 230000001172 regenerating effect Effects 0.000 abstract description 26
- 238000010586 diagram Methods 0.000 description 25
- 230000007423 decrease Effects 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000000881 depressing effect Effects 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 239000000284 extract Substances 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 239000007858 starting material Substances 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/15—Control strategies specially adapted for achieving a particular effect
- B60W20/19—Control strategies specially adapted for achieving a particular effect for achieving enhanced acceleration
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/24—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
- B60K6/485—Motor-assist type
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18109—Braking
- B60W30/18127—Regenerative braking
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D23/00—Controlling engines characterised by their being supercharged
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
- B60K2006/4808—Electric machine connected or connectable to gearbox output shaft
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
- B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/90—Vehicles comprising electric prime movers
- B60Y2200/92—Hybrid vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2300/00—Purposes or special features of road vehicle drive control systems
- B60Y2300/43—Control of engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2300/00—Purposes or special features of road vehicle drive control systems
- B60Y2300/51—Driving or powering of engine accessories
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2300/00—Purposes or special features of road vehicle drive control systems
- B60Y2300/91—Battery charging
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B33/00—Engines characterised by provision of pumps for charging or scavenging
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
- F02B39/02—Drives of pumps; Varying pump drive gear ratio
- F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
- F02B39/10—Non-mechanical drives, e.g. fluid drives having variable gear ratio electric
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/93—Conjoint control of different elements
Definitions
- compressor 105 of turbocharger 103 from an upstream side, compressor 105 of turbocharger 103, first intercooler 107, first valve 109, supercharger 111, and second intercooler 113 are arranged in an intake passage of engine 101.
- a downstream side of the intake passage is connected to intake manifold 115 of engine 101.
- An upstream side of first intercooler 107 and a downstream side of supercharger 111 are connected via a bypass passage.
- Second valve 117 is interposed in the bypass passage.
- second drive shaft 133 protrudes from screw 131 located on the other side of supercharger 111. Even when second drive shaft 133 is driven to rotate, supercharger 111 operates to compress intake air similarly to first drive shaft 121.
- Supercharger driving motor 135 (motor generator) is connected to second drive shaft 133.
- Supercharger driving motor 135 is connected to battery 141 for running via DC-DC converter 137 and inverter 139.
- the vehicle drive device can retrieve regenerative electric power efficiently.
- FIG. 1 is a schematic diagram of vehicle drive device 1A in accordance with Exemplary Embodiment 1.
- Vehicle drive device 1A includes engine 11 mounted to vehicle 1001, drive shaft 15 mechanically connected to engine 11 to drive vehicle 1001, power connecting-disconnecting unit 17 connected to drive shaft 15, motor generator 19 mechanically connected to drive shaft 15 via power connecting-disconnecting unit 17, power connecting-disconnecting unit 21 connected to motor generator 19, supercharger 23 mechanically connected to motor generator 19 via power connecting-disconnecting unit 21, and controller 25.
- Controller 25 is electrically connected to power connecting-disconnecting unit 17, motor generator 19, and power connecting-disconnecting unit 21.
- Motor generator 19 is connected directly to drive shaft 15 not via supercharger 23. This configuration allows deceleration kinetic energy to be retrieved without loss due supercharger 23, thereby improving regeneration efficiency. Even if super charger 23 electrically driven by motor generator 19 is provided, vehicle drive device 1A that can retrieve regenerative electric power efficiently.
- Output side 27B of transmission 27 is mechanically connected to tires 29 via drive shaft 15 and differential gear 28 for driving the vehicle.
- FIGs. 2 to 4 are schematic diagrams of vehicle drive device 1A for illustrating an operation of vehicle drive device 1A. Thick arrows shown in FIGs. 2 to 4 represent directions in which driving force transmits.
- controller 25 engages power connecting-disconnecting unit 17 and disengages power connecting-disconnecting unit 21.
- controller 25 supplies electric power to motor generator 19 and allows motor generator 19 to perform power running.
- controller 25 engages power connecting-disconnecting unit 17 and disengages power connecting-disconnecting unit 21.
- controller 25 allows motor generator 19 to perform regeneration such that motor generator 19 generates electric power.
- controller 25 disengages power connecting-disconnecting unit 17 and engages power connecting-disconnecting unit 21 to allow motor generator 19 to perform power running.
- PTL 1 describes that the conventional supercharging system shown in FIG. 18 can effectively utilize devices, which constitute the system, in not only constant speed running or accelerated running of a vehicle but also in decelerated running.
- supercharger driving motor 135 retrieves deceleration kinetic energy of the vehicle via supercharger 111, thereby operating supercharger 111 unnecessarily.
- an extra loss due to the above operation occurs when regenerative electric power is retrieved. Consequently, the regenerative efficiency is reduced.
- FIG. 5 is a schematic diagram of vehicle drive device 1B in accordance with Exemplary Embodiment 2.
- components identical to those of the vehicle drive device 1A in accordance with Embodiment 1 shown in FIGs. 1 to 4 are denoted by the same reference numerals.
- Directional power transmission unit 35 is configured to transmit power only to motor generator 19 from drive shaft 15. Accordingly, even if power is to be transmitted to drive shaft 15 from motor generator 19, directional power transmission unit 35 runs idle, i.e., prevents the power from being transmitted.
- This structure allows the clutch to be controlled in engaging and disengaging by an external signal unlike power connecting-disconnecting unit 17 in accordance with Embodiment 1, thereby simplifying the structure.
- FIG. 8 is a schematic diagram of vehicle drive device 1C in accordance with Exemplary Embodiment 3.
- components identical to those of vehicle drive device 1A according to Embodiment 1 shown in FIGs. 1 to 4 are denoted by the same reference numerals.
- motor generator 19 is directly connected to engine 11 not via supercharger 23.
- deceleration kinetic energy can be retrieved without a loss caused by supercharger 23, thereby improving the regeneration efficiency. Accordingly, even if electric supercharger 23 is provided, vehicle drive device 1C can retrieve regenerative electric power efficiently.
- power connecting-disconnecting unit 17 is controlled to be engaged and disengaged by an external signal.
- Power connecting-disconnecting unit 17, motor generator 19, and power connecting-disconnecting unit 21 are electrically connected to controller 25.
- Battery 33 is electrically connected to motor generator 19 via inverter 31.
- Inverter 31 is electrically connected to controller 25.
- controller 25 controls motor generator 19 to perform power running while engaging power connecting-disconnecting unit 17 and disengaging power connecting-disconnecting unit 21. Besides, this operation is an operation when engine 11 is restarted after idling stop while vehicle 1001 is running. Therefore, controller 25 controls inverter 31 to supply electric power of the battery 33 to motor generator 19. As a result, driving force of motor generator 19 is transmitted directly to engine 11 via power connecting-disconnecting unit 17. Thus, motor generator 19 starts up engine 11, thus functioning as a starter. At this moment, since power connecting-disconnecting unit 21 is disengaged, supercharger 23 does not operate. Thus, vehicle drive device 1C according to Embodiment 3 can start up engine 11.
- controller 25 controls motor generator 19 to perform power running while engaging power connecting-disconnecting unit 17 and disengaging power connecting-disconnecting unit 21. This operation is similar to the above operation of engine 11. This operation allows driving force from motor generator 19 to be transmitted to engine 11. Engine 11 per se, drives tires 29, so that the driving force from motor generator 19 is added to an output of the engine 11 and drives tires 29. This operation assists driving force of engine 11 by motor generator 19.
- controller 25 controls motor generator 19 to generate regenerative electric power while engaging power connecting-disconnecting unit 17 and disengaging power connecting-disconnecting unit 21.
- controller 25 controls inverter 31 to charge battery 33.
- the driving force due to deceleration of engine 11 is transmitted directly to motor generator 19 and can perform regeneration.
- regenerative electric power can be efficiently retrieved to battery 33 without passing thorough supercharger 23.
- controller 25 restarts engine 11 by the operation described in FIG. 9 .
- the predetermined lower limit value is electricity remaining or stored in battery 33 only enough to restart engine 11.
- controller 25 controls motor generator 19 to generate regenerative electric power while maintaining engaging and disengaging of power connecting-disconnecting unit 17 and power connecting-disconnecting unit 21, i.e., while maintaining engaging power connecting-disconnecting unit 17 and disengaging power connecting-disconnecting unit 21.
- driving force of engine 11 is transmitted to motor generator 19 via power connecting-disconnecting unit17, and then electric power is generated by motor generator 19. Therefore, even though idling stop is performed, electric power can be supplied to electrical equipment mounted to vehicle 1001 while battery 33 is charged by the above operation. With this operation, even if the electric power remaining in battery 33 decreases during idling stop, vehicle drive device 1C can ensure electric power.
- controller 25 controls motor generator 19 to perform power running while disengaging power connecting-disconnecting unit 17 and engaging power connecting-disconnecting unit 21. At this moment, controller 25 controls inverter 31 to supply electric power of battery 33 to motor generator 19. As a result, supercharger 23 is driven by motor generator 19. This operation allows engine 11 to run at high output power. Therefore, this operation is similar to the driving operation of supercharger 23 in accordance with Embodiment 1.
- controller 25 engages power connecting-disconnecting unit 17 and disengages power connecting-disconnecting unit 21, and then supplies electric power to motor generator 19 to allow motor generator 19 to perform power running. Further, when vehicle 1001 is decelerated or when electric power is generated by engine 11 while vehicle 1001 is stopped, controller 25 engages power connecting-disconnecting unit 17 and disengages power connecting-disconnecting unit 21, and then, allows motor generator 119 to perform regeneration to generate electric power. Furthermore, when engine 11 is supercharged, controller 25 disengages power connecting-disconnecting unit 17 and engages power connecting-disconnecting unit 21, and then allows motor generator 19 to perform power running.
- vehicle drive device 1C in which, by using single motor generator 19, engine 11 can generate electric power when engine 11 is started or while a vehicle is stopped, in addition to perform the supercharging, the driving force assistance, and the regeneration in vehicle drive device 1A according to Embodiment 1.
- motor generator 19 is directly connected to engine 11 not via supercharger 23.
- deceleration kinetic energy can be retrieved without a loss caused by supercharger 23, thereby improving regeneration efficiency. Accordingly, even if electric supercharger 23 is provided, vehicle drive device 1C can retrieve regenerative electric power efficiently.
- vehicle drive device 1C the engine can generate electric power when the engine is started or while the vehicle is stopped, in addition to perform the supercharging, the driving force assistance, and the regenerative operation according to Embodiment 1.
- motor generator 19 is directly connected to drive shaft 15 only via power connecting-disconnecting unit 17. Therefore, the deceleration kinetic energy generated in tires 29 can be retrieved more directly, and the driving assistance can also be performed more directly. Consequently, vehicle drive device 1C according to Embodiment 3 is preferable in the case that single motor generator 19 performs multi-function. If a higher efficiency is required, vehicle driving device 1A according to Embodiment 1 is preferable.
- FIG. 14 is a schematic diagram of vehicle drive device 1D in accordance with Exemplary Embodiment 4.
- components identical to those of vehicle drive devices 1A to 1C according to Embodiments 1 to 3 shown in FIGs. 1 to 13 are dented by the same reference numerals.
- Vehicle drive apparatus 1D includes directional power transmission unit 35 instead of power connecting-disconnecting unit 17 shown in FIGs. 8 to 13 .
- Directional power transmission unit 35 transmits power only to motor generator 19 from engine 11, and does not transmit power to engine 11 from motor generator 19.
- controller 25 disengages power connecting-disconnecting unit 21 and allows motor generator 19 to perform regeneration.
- controller 25 engages power connecting-disconnecting unit 21 and allows motor generator 19 to perform power running.
- regenerative electric power can be retrieved efficiently even if supercharger 23 is provided. This eliminates the control of directional power transmission unit 35, thereby providing vehicle driving device 1D with a simple structure.
- Vehicle drive device 1D according to Embodiment 4 will be detailed below.
- directional power transmission unit 35 is mechanically connected between engine 11 and motor generator 19.
- Directional power transmission unit 35 has the same structure as in Embodiment 2.
- Embodiment 4 directional power transmission unit 35 to transmit driving force of engine 11 only to motor generator 19 but does not transmit driving force of motor generator 19 to engine 11.
- Configurations other than the above are the same as in vehicle drive device 1C according to Embodiment 3.
- FIGs. 15 to 17 are schematic diagrams of vehicle drive device 1D for the operation thereof. Thick arrows shown in FIGs. 15 to 17 denote directions in which driving force is transmitted.
- vehicle drive device 1D According to Embodiment 4 cannot start up engine 11 by using motor generator 19, vehicle 1001 does not have stop-idling function.
- controller 25 disengages power connecting-disconnecting unit 21 and controls motor generator 19 to generate regenerative electric power.
- driving force of engine 11 is transmitted to motor generator 19 via directional power transmission unit 35, and the driving force allows motor generator 19 to generate electric power.
- controller 25 can supply electric power to electrical devices mounted to vehicle 1001 while charging battery 33. This operation provides vehicle drive device 1D capable of securing electric power while vehicle 1001 is stopped.
- controller 25 engages power connecting-disconnecting unit 21 and controls motor generator 19 to perform power running. At this moment, controller 25 controls inverter 31 to supply electric power of the battery 33 to motor generator 19. As a result, supercharger 23 is electrically driven by motor generator 19. At this moment, directional power transmission unit 35 cannot transmit driving force from motor generator 19 to the engine 11. This eliminates an operation of disengaging of power connecting-disconnecting unit 17 unlike Embodiment 3. This operation allows engine 11 to run at high output power by a simple structure.
- Vehicle drive device 1D according to Embodiment 4 can neither start up engine 11 described above nor perform driving assistance. However, since vehicle drive device 1D includes directional power transmission unit 35, its structure can be simplified. Accordingly, if not necessary to start up engine 11 and perform driving assistance by using motor generator 19, vehicle 1001 may preferably have vehicle drive device 1D according to Embodiment 4 mounted thereto. If being necessary to have these functions, vehicle 1001 may preferably have vehicle drive device 1C according to Embodiment 3 mounted thereto.
- a vehicle drive device in accordance with the present invention can retrieve regenerative electric power efficiently, and is useful as a vehicle drive device, especially, for driving a vehicle that uses an engine and a motor generator.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Power Engineering (AREA)
- Hybrid Electric Vehicles (AREA)
- Supercharger (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
- The present invention relates to a vehicle drive device using an electric supercharger as a supercharger.
-
FIG. 18 is a detailed view of a vehicle drive device using a conventional supercharger system disclosed in PTL 1. - In
FIG.18 , from an upstream side,compressor 105 ofturbocharger 103,first intercooler 107,first valve 109,supercharger 111, andsecond intercooler 113 are arranged in an intake passage ofengine 101. A downstream side of the intake passage is connected tointake manifold 115 ofengine 101. An upstream side offirst intercooler 107 and a downstream side ofsupercharger 111 are connected via a bypass passage.Second valve 117 is interposed in the bypass passage. -
Intermediate shaft 125 is connected viasupercharger clutch 123 tofirst drive shaft 121 protruding fromscrew 119 located on one side ofsupercharger 111. Crankshaft 129 (drive shaft) ofengine 101 is coupled withintermediate shaft 125 viabelt 127. - On the other hand,
second drive shaft 133 protrudes fromscrew 131 located on the other side ofsupercharger 111. Even whensecond drive shaft 133 is driven to rotate,supercharger 111 operates to compress intake air similarly tofirst drive shaft 121. Supercharger driving motor 135 (motor generator) is connected tosecond drive shaft 133.Supercharger driving motor 135 is connected tobattery 141 for running via DC-DCconverter 137 andinverter 139. - Inverter ECU143 performs power running control and regeneration control of
supercharger driving motor 135. When the power running control ofsupercharger driving motor 135 is performed, direct-current (DC) power frombattery 141 is converted into alternating-current (AC) power byinverter 139 and then stepped down by DC-DC converter 137. The supplied power allowssupercharger driving motor 135 to rotatedrive shaft 133, so thatsupercharger 111 is operated. Further, when the regeneration control ofsupercharger driving motor 135 is performed, the rotation fromsecond drive shaft 133 ofsupercharger 111 allowssupercharger driving motor 135 to generate electric power. The generated electric power is boosted by DC-DC converter 137 and converted into DC power byinverter 139, and then charged inbattery 141. - PTL 1: Japanese Patent Laid-Open Publication No.
2013-181393 - A vehicle drive device includes an engine configured to be mounted to a vehicle, a drive shaft mechanically connected to the engine as to drive the vehicle, a first power connecting-disconnecting unit connected to the drive shaft, a motor generator mechanically connected to the drive shaft via the first power connecting-disconnecting unit, a second power connecting-disconnecting unit connected to the motor generator, and a supercharger mechanically connected to the motor generator via the second power connecting-disconnecting unit.
- The vehicle drive device can retrieve regenerative electric power efficiently.
-
-
FIG. 1 is a schematic diagram of a vehicle drive device in accordance with Exemplary Embodiment 1. -
FIG. 2 is a schematic diagram of the vehicle drive device in accordance with Embodiment 1 for illustrating an operation of the vehicle drive device for assisting driving. -
FIG. 3 is a schematic diagram of the vehicle drive device in accordance with Embodiment 1 for illustrating an operation of the vehicle drive device for performing regeneration. -
FIG. 4 is a schematic diagram of the vehicle drive device in accordance with Embodiment 1 for illustrating an operation of the vehicle drive device for driving a supercharger. -
FIG. 5 is a schematic diagram of a vehicle drive device in accordance withExemplary Embodiment 2. -
FIG. 6 is a schematic diagram of the vehicle drive device in accordance withEmbodiment 2 for illustrating an operation of the vehicle drive device for performing regeneration. -
FIG. 7 is a schematic diagram of the vehicle drive device in accordance withEmbodiment 2 for illustrating an operation of the vehicle drive device for driving supercharger. -
FIG. 8 is a schematic diagram of a vehicle drive device in accordance withExemplary Embodiment 3. -
FIG. 9 is a schematic diagram of the vehicle drive device in accordance withEmbodiment 3 for illustrating an operation of the vehicle drive device for starting an engine. -
FIG. 10 is a schematic diagram of the vehicle drive device in accordance withEmbodiment 3 for illustrating an operation of the vehicle drive device for assisting driving. -
FIG. 11 is a schematic diagram of the vehicle drive device in accordance withEmbodiment 3 for illustrating an operation of the vehicle drive device for performing regeneration. -
FIG. 12 is a schematic diagram of the vehicle drive device in accordance withEmbodiment 3 for illustrating an operation of the vehicle drive device when an engine generates electric power while a vehicle is stopped. -
FIG. 13 is a schematic diagram of the vehicle drive device in accordance withEmbodiment 2 for illustrating an operation of the vehicle drive device for driving a supercharger. -
FIG. 14 is a schematic diagram of a vehicle drive device in accordance with Exemplary Embodiment 4. -
FIG. 15 is a schematic diagram of the vehicle drive device in accordance with Embodiment 4 for illustrating an operation of the vehicle drive device for performing regeneration. -
FIG. 16 is a schematic diagram of the vehicle drive device in accordance with Embodiment 4 for illustrating an operation of the vehicle drive device when an engine generates electric power while a vehicle is stopped. -
FIG. 17 is a schematic diagram of the vehicle drive device in accordance with Embodiment 4 for illustrating an operation of the vehicle drive device for driving a supercharger. -
FIG. 18 is a detailed view of the conventional supercharger system. -
FIG. 1 is a schematic diagram ofvehicle drive device 1A in accordance with Exemplary Embodiment 1.Vehicle drive device 1A includesengine 11 mounted tovehicle 1001,drive shaft 15 mechanically connected toengine 11 to drivevehicle 1001, power connecting-disconnectingunit 17 connected todrive shaft 15,motor generator 19 mechanically connected to driveshaft 15 via power connecting-disconnectingunit 17, power connecting-disconnectingunit 21 connected tomotor generator 19, supercharger 23 mechanically connected tomotor generator 19 via power connecting-disconnectingunit 21, andcontroller 25.Controller 25 is electrically connected to power connecting-disconnectingunit 17,motor generator 19, and power connecting-disconnectingunit 21. -
Motor generator 19 is connected directly to driveshaft 15 not viasupercharger 23. This configuration allows deceleration kinetic energy to be retrieved without loss duesupercharger 23, thereby improving regeneration efficiency. Even ifsuper charger 23 electrically driven bymotor generator 19 is provided,vehicle drive device 1A that can retrieve regenerative electric power efficiently. - A configuration and operation of
vehicle drive device 1A in accordance with Embodiment 1 will be described below. - In
FIG. 1 ,input side 27A oftransmission 27 is mechanically connected toengine 11. Transmission 27 performs 5-speed automatic transmission in accordance with Embodiment 1. In the configuration and operation ofvehicle drive device 1A in accordance with Embodiment 1 described below,transmission 27 is not necessarily an automatic transmission, but may be an automatic continuously variable transmission or a manual transmission. Further, the number of shifts is not necessarily five speeds, but may be more or less than five speeds. -
Output side 27B oftransmission 27 is mechanically connected totires 29 viadrive shaft 15 anddifferential gear 28 for driving the vehicle. - Power connecting-disconnecting
unit 17 is mechanically connected to driveshaft 15. Power connecting-disconnectingunit 17 including a gear engaged withdrive shaft 15 extracts driving force fromdrive shaft 15 or applies driving force to driveshaft 15. In accordance with Embodiment 1, power connecting-disconnectingunit 17 is implemented by a clutch. The clutch is controlled to be engaged and disengaged by an external signal. Further, a belt or a chain may be employed instead of the gear. -
Motor generator 19 is mechanically connected to power connecting-disconnectingunit 17.Motor generator 19 has a double-shaft structure, i.e., has twoshafts shaft 19A ofmotor generator 19 is connected to power connecting-disconnectingunit 17.Motor generator 19 is driven bydrive shaft 15 via power connecting-disconnectingunit 17 for generating electric power (regeneration), or fordriving drive shaft 15 to rotatedrive shaft 15 via power connecting-disconnecting unit 17 (power running). The regeneration and the power running are switched by an external signal. - Power connecting-disconnecting
unit 21 is mechanically connected to theother shaft 19B ofmotor generator 19. Power connecting-disconnectingunit 21 has the same structure as power connecting-disconnectingunit 17. -
Supercharger 23 is mechanically connected to power connecting-disconnectingunit 21.Supercharger 23 is mechanically connected toshaft 19B ofmotor generator 19 via power connecting-disconnectingunit 21. Therefore,supercharger 23 can be driven bymotor generator 19 when power connecting-disconnectingunit 21 is engaged, thereby functioning as an electric supercharger.Supercharger 23 is connected to an air-intake pipe ofengine 11. - Power connecting-disconnecting
unit 17,motor generator 19, and power connecting-disconnectingunit 21 all are electrically connected tocontroller 25.Controller 25 controls switching between power running and regeneration ofmotor generator 19 while controlling engagement and disengagement of power connecting-disconnectingunit 17 and power connecting-disconnectingunit 21. -
Controller 25 is implemented by a microcomputer and a peripheral circuit including a memory. In addition to the above operations,controller 25 also controlsinverter 31 electrically connected tomotor generator 19.Controller 25 also performs data communication with a vehicle-side controller. - When
motor generator 19 generates regenerative electric power,inverter 31 converts the generated alternating-current (AC) power into direct-current (DC) power, and chargesbattery 33 electrically connected toinverter 31. On the other hand, whenmotor generator 19 performs power running,inverter 31 converts the DC power ofbattery 33 into AC power and supplies the AC power tomotor generator 19. - An operation of
vehicle drive device 1A will be described below.FIGs. 2 to 4 are schematic diagrams ofvehicle drive device 1A for illustrating an operation ofvehicle drive device 1A. Thick arrows shown inFIGs. 2 to 4 represent directions in which driving force transmits. - First, an operation of
motor generator 19 performing driving assistance while a vehicle is running will be described with referring toFIG. 2 .Engine 11drives tires 29 viatransmission 27 anddifferential gear 28. For instance, when a driver suddenly depresses an accelerator pedal,controller 25 engages power connecting-disconnectingunit 17 and disengages power connecting-disconnectingunit 21 to increase driving force. Thus, the driving force ofmotor generator 19 is transmitted only to power connecting-disconnectingunit 17, but not transmitted forward from power connecting-disconnectingunit 21. Then,controller 25controls inverter 31 such that the DC power stored inbattery 33 is converted into AC power and the AC power is supplied tomotor generator 19 while controllingmotor generator 19 such that power running is performed. This operation allowsmotor generator 19 to be driven by the output ofbattery 33, and the driving force ofmotor generator 19 is transmitted to driveshaft 15 via power connecting-disconnectingunit 17. As a result, both the driving forces ofmotor generator 19 andengine 11 are applied totires 29, thereby acceleratingvehicle 1001 in response to the sudden depression of the accelerator pedal. - Next, an operation when
vehicle 1001 is decelerated will be described with referring toFIG. 3 . When the driver depresses a brake pedal ofvehicle 1001 to deceleratevehicle 1001, deceleration energy is partially transmitted fromdrive shaft 15 toengine 11 viatransmission 27. This causes a state that an engine brake is applied at the deceleration. At this moment,controller 25 engages power connecting-disconnectingunit 17 while disengaging power connecting-disconnectingunit 21, hence allowingmotor generator 19 to generate regenerative electric power. At this moment,controller 25controls inverter 31 to chargebattery 33. This operation allows the electric regenerative power to be retrieved intobattery 33 efficiently without passing throughsupercharger 23. - Next, the case where
supercharger 23 is driven will be described with referring toFIG. 4 . When the driver depresses the accelerator pedal due to, e.g. rapid acceleration,controller 25 determines whetherengine 11 is to be supercharged or not. When determining thatengine 11 is to be supercharged,controller 25controls motor generator 19 to perform power running while disengaging power connecting-disconnectingunit 17 and engaging power connecting-disconnectingunit 21. At this moment,controller 25controls inverter 31 to supply electric power of thebattery 33 tomotor generator 19. As a result,supercharger 23 is driven electrically bymotor generator 19. Then,engine 11 drives driveshaft 15 while intake air is supercharged bysupercharger 23 and supplied toengine 11. Therefore, high driving force is transmitted fromdrive shaft 15 totires 29 viadifferential gear 28. This operation can runengine 11 at high power. - The above operations will be summarized as follows. When assisting driving of the vehicle is performed,
controller 25 engages power connecting-disconnectingunit 17 and disengages power connecting-disconnectingunit 21. Thus,controller 25 supplies electric power tomotor generator 19 and allowsmotor generator 19 to perform power running. Further, when the vehicle is decelerated,controller 25 engages power connecting-disconnectingunit 17 and disengages power connecting-disconnectingunit 21. Thus,controller 25 allowsmotor generator 19 to perform regeneration such thatmotor generator 19 generates electric power. Further, whenengine 11 is supercharged,controller 25 disengages power connecting-disconnectingunit 17 and engages power connecting-disconnectingunit 21 to allowmotor generator 19 to perform power running. - The above operations provide
vehicle drive device 1A capable of supercharging, performing driving force assistance, and further performing regeneration by usingsingle motor generator 19. In order to determine whetherengine 11 is supercharged bymotor generator 19 to output high power or driving force ofengine 11 is assisted bydrive shaft 15,controller 25 totally checks statuses, such as a speed and an inclination angle of depressing the accelerator pedal, a capacity remaining inbattery 33, and position information obtained by a car navigation system. - PTL 1 describes that the conventional supercharging system shown in
FIG. 18 can effectively utilize devices, which constitute the system, in not only constant speed running or accelerated running of a vehicle but also in decelerated running. In the conventional supercharging system shown inFIG. 18 , especially when regeneration is performed during deceleration,supercharger driving motor 135 retrieves deceleration kinetic energy of the vehicle viasupercharger 111, thereby operatingsupercharger 111 unnecessarily. Thus, an extra loss due to the above operation occurs when regenerative electric power is retrieved. Consequently, the regenerative efficiency is reduced. - In the above configuration and operation of
vehicle drive device 1A according to Embodiment 1,motor generator 19 is connected directly to thedrive shaft 15 not viasupercharger 23. As a result, deceleration kinetic energy can be retrieved without a loss caused bysupercharger 23, thereby improving regeneration efficiency. Accordingly, even ifelectric supercharger 23 is provided,vehicle drive device 1A can retrieve regenerative electric power efficiently. -
FIG. 5 is a schematic diagram ofvehicle drive device 1B in accordance withExemplary Embodiment 2. InFIG. 5 , components identical to those of thevehicle drive device 1A in accordance with Embodiment 1 shown inFIGs. 1 to 4 are denoted by the same reference numerals. -
Vehicle drive apparatus 1B according toEmbodiment 2 includes directionalpower transmission unit 35 instead of power connecting-disconnectingunit 17 ofvehicle drive device 1A in accordance with Embodiment 1. Directionalpower transmission unit 35 transmits power only tomotor generator 19 fromdrive shaft 15, but does not transmit power to driveshaft 15 frommotor generator 19. Whenvehicle 1001 is decelerated,controller 25 disengages power connecting-disconnectingunit 21 and allowsmotor generator 19 to generate electric power to perform regeneration. Whenengine 11 is supercharged,controller 25 engages power connecting-disconnectingunit 21 and drives driveshaft 15 to allowmotor generator 19 to perform power running. Accordingly, even ifelectric supercharger 23 is provided similarly tovehicle drive device 1A according to Embodiment 1,vehicle drive device 1B can retrieve regenerative electric power efficiently. Furthermore, it is not necessary to control directionalpower transmission unit 35, thereby providingvehicle drive device 1B with a simple structure. -
Vehicle drive device 1B according toEmbodiment 2 will be detailed below. - Directional
power transmission unit 35 is mechanically connected betweendrive shaft 15 andmotor generator 19. Directionalpower transmission unit 35 can transmit power only in one direction, and may be implemented by a one-way clutch and a two-way clutch. In accordance withEmbodiment 2, directionalpower transmission unit 35 is implemented by a one-way clutch. - Directional
power transmission unit 35 is configured to transmit power only tomotor generator 19 fromdrive shaft 15. Accordingly, even if power is to be transmitted to driveshaft 15 frommotor generator 19, directionalpower transmission unit 35 runs idle, i.e., prevents the power from being transmitted. This structure allows the clutch to be controlled in engaging and disengaging by an external signal unlike power connecting-disconnectingunit 17 in accordance with Embodiment 1, thereby simplifying the structure. - Next, an operation of
vehicle drive device 1B in accordance withEmbodiment 2 will described.FIGs. 6 and7 are schematic diagrams ofvehicle drive device 1B for illustrating the operation ofvehicle drive device 1B. Thick arrows shown inFIGs. 6 and7 denote directions in which driving force is transmitted. - First, the case where
vehicle 1001 is decelerated will be described with referring toFIG. 6 . When a driver depresses a brake pedal ofvehicle 1001 to deceleratevehicle 1001, deceleration energy is partially transmitted fromdrive shaft 15 toengine 11 viatransmission 27. Thus, an engine brake is applied during deceleration. This operation is similar to Embodiment 1. In this case,controller 25controls motor generator 19 to generate regenerative electric power while disengaging power connecting-disconnectingunit 21. At this moment,controller 25controls inverter 31 to chargebattery 33. Thus, since directionalpower transmission unit 35 transmits driving force only tomotor generator 19 fromdrive shaft 15, the driving force ofdrive shaft 15 is directly transmitted tomotor generator 19. As a result, the regenerative electric power can be retrieved efficiently without passing throughsupercharger 23.Controller 25 is not necessary to control power connecting-disconnectingunit 17 unlikevehicle drive device 1A according to Embodiment 1, thereby retrieving regenerative electric power by a simple structure. - Next, the case where
supercharger 23 is driven will be described with referring toFIG. 7 . When the driver depresses an accelerator pedal to, e.g. accelerate rapidly,controller 25 determines whether or notengine 11 is to be supercharged. This operation is similar to Embodiment 1. When determining thatengine 11 is to be supercharged,controller 25controls motor generator 19 to perform power running while engaging power connecting-disconnectingunit 21. At this moment,controller 25controls inverter 31 to supply electric power ofbattery 33 tomotor generator 19. As a result,supercharger 23 is electrically driven bymotor generator 19. Then,engine 11 drives driveshaft 15 while intake air is compressed bysupercharger 23 and supplied toengine 11. Therefore, high driving force is transmitted fromdrive shaft 15 totires 29 viadifferential gear 28. This operation allowsengine 11 to run at high output power. In this operation, since directionalpower transmission unit 35 transmits driving force only to themotor generator 19 fromdrive shaft 15, the driving force ofmotor generator 19 is not transmitted to a side to driveshaft 15. Therefore,controller 25 is not necessary to control power connecting-disconnectingunit 17 unlike Embodiment 1, thereby drivingsupercharger 23 by a simple structure. - Directional
power transmission unit 35 disablesvehicle drive device 1B according toEmbodiment 2 to perform driving assistance unlikevehicle drive device 1A according to Embodiment 1. Accordingly, in the case wherevehicle 1001 is particularly not necessary to perform driving assistance bymotor generator 19,vehicle drive device 1B according toEmbodiment 2 mounted invehicle 1001 can be controlled simply. On the other hand, in the case wherevehicle 1001 is necessary to perform driving assistance,vehicle drive device 1A according to Embodiment 1 is mounted tovehicle 1001. - In the above configuration and operation, even if
electric supercharger 23 is provided, regenerative electric power can be retrieved efficiently. Additionally, it is not necessary to control directionalpower transmission unit 35, thereby providingvehicle drive device 1B with a simple structure. -
FIG. 8 is a schematic diagram of vehicle drive device 1C in accordance withExemplary Embodiment 3. InFIG. 8 , components identical to those ofvehicle drive device 1A according to Embodiment 1 shown inFIGs. 1 to 4 are denoted by the same reference numerals. - As shown in
FIG. 8 , vehicle drive device 1C includesengine 11 mounted tovehicle 1001, power connecting-disconnectingunit 17 connected toengine 11,motor generator 19 mechanically connected toengine 11 via power connecting-disconnectingunit 17, power connecting-disconnectingunit 21 connected tomotor generator 19,supercharger 23 mechanically connected tomotor generator 19 via power connecting-disconnectingunit 21, andcontroller 25.Controller 25 is electrically connected to power connecting-disconnectingunit 17,motor generator 19, and power connecting-disconnectingunit 21. - Thus,
motor generator 19 is directly connected toengine 11 not viasupercharger 23. As a result, deceleration kinetic energy can be retrieved without a loss caused bysupercharger 23, thereby improving the regeneration efficiency. Accordingly, even ifelectric supercharger 23 is provided, vehicle drive device 1C can retrieve regenerative electric power efficiently. - A configuration and operation of vehicle drive device 1C according to
Embodiment 3 will be described. - In
FIG. 8 , crankshaft 11C ofengine 11 hasend 11A connected to inputside 27A oftransmission 27, and hasend 11B not connected totransmission 27. Power connecting-disconnectingunit 17 is mechanically connected to end 11B ofengine 11.Engine 11 and power connecting-disconnectingunit 17 may not only be engaged with a gear but also be connected via a belt or chain. - Similarly to Embodiment 1, power connecting-disconnecting
unit 17 is controlled to be engaged and disengaged by an external signal. - Power connecting-disconnecting
unit 17,motor generator 19, power connecting-disconnectingunit 21, andsupercharger 23 are mechanically connected in this order. In other words,shaft 19A ofmotor generator 19 is connected to power connecting-disconnectingunit 17 whileshaft 19B is connected to power connecting-disconnectingunit 21.Supercharger 23 is connected toshaft 19B ofmotor generator 19 via power connecting-disconnectingunit 21. Power connecting-disconnectingunit 17,motor generator 19, power connecting-disconnectingunit 21, andsupercharger 23 have the same structure as in Embodiment 1. - Power connecting-disconnecting
unit 17,motor generator 19, and power connecting-disconnectingunit 21 are electrically connected tocontroller 25.Battery 33 is electrically connected tomotor generator 19 viainverter 31.Inverter 31 is electrically connected tocontroller 25. These details are also the same as in Embodiment 1. - Next, an operation of vehicle drive device 1C will be described.
FIGs. 9 to 13 are schematic diagrams of vehicle drive device 1C for the operation thereof. Thick arrows shown inFIGs. 9 to 13 denote directions in which driving force is transmitted. - First, an operation when
engine 11 ofvehicle 1001 is started will be described with referring toFIG. 9 . Whenengine 11 is started,controller 25controls motor generator 19 to perform power running while engaging power connecting-disconnectingunit 17 and disengaging power connecting-disconnectingunit 21. Besides, this operation is an operation whenengine 11 is restarted after idling stop whilevehicle 1001 is running. Therefore,controller 25controls inverter 31 to supply electric power of thebattery 33 tomotor generator 19. As a result, driving force ofmotor generator 19 is transmitted directly toengine 11 via power connecting-disconnectingunit 17. Thus,motor generator 19 starts upengine 11, thus functioning as a starter. At this moment, since power connecting-disconnectingunit 21 is disengaged,supercharger 23 does not operate. Thus, vehicle drive device 1C according toEmbodiment 3 can start upengine 11. - Next, driving assistance while
vehicle 1001 is running will be described with referring toFIG. 10 . When driving assistance is performed,controller 25controls motor generator 19 to perform power running while engaging power connecting-disconnectingunit 17 and disengaging power connecting-disconnectingunit 21. This operation is similar to the above operation ofengine 11. This operation allows driving force frommotor generator 19 to be transmitted toengine 11.Engine 11 per se, drivestires 29, so that the driving force frommotor generator 19 is added to an output of theengine 11 and drivestires 29. This operation assists driving force ofengine 11 bymotor generator 19. - Next, the case where
vehicle 1001 is decelerated will be described with referring toFIG. 11 . When a driver depresses a brake pedal to deceleratevehicle 1001, deceleration energy is partially transmitted fromdrive shaft 15 toengine 11 viatransmission 27. Thus, an engine brake is applied during deceleration. At this moment,controller 25controls motor generator 19 to generate regenerative electric power while engaging power connecting-disconnectingunit 17 and disengaging power connecting-disconnectingunit 21. At this moment,controller 25controls inverter 31 to chargebattery 33. Thus, the driving force due to deceleration ofengine 11 is transmitted directly tomotor generator 19 and can perform regeneration. As a result, regenerative electric power can be efficiently retrieved tobattery 33 without passingthorough supercharger 23. - Next, an operation when electric power is generated by
engine 11 whilevehicle 1001 is stopped will be described with referring toFIG. 12 . This operation is performed when an idling stop period in an idling stop vehicle is too long to keep electric power remaining in the battery. - If the electric power remaining in
battery 33 decreases to a predetermined lower limit value that is previously determined,controller 25restarts engine 11 by the operation described inFIG. 9 . The predetermined lower limit value is electricity remaining or stored inbattery 33 only enough to restartengine 11. - When restarting
engine 11 is completed after idling stop,controller 25controls motor generator 19 to generate regenerative electric power while maintaining engaging and disengaging of power connecting-disconnectingunit 17 and power connecting-disconnectingunit 21, i.e., while maintaining engaging power connecting-disconnectingunit 17 and disengaging power connecting-disconnectingunit 21. As a result, driving force ofengine 11 is transmitted tomotor generator 19 via power connecting-disconnecting unit17, and then electric power is generated bymotor generator 19. Therefore, even though idling stop is performed, electric power can be supplied to electrical equipment mounted tovehicle 1001 whilebattery 33 is charged by the above operation. With this operation, even if the electric power remaining inbattery 33 decreases during idling stop, vehicle drive device 1C can ensure electric power. - Next, the case where
supercharger 23 is driven will be described with referring toFIG. 13 . When determining thatengine 11 is to be supercharged,controller 25controls motor generator 19 to perform power running while disengaging power connecting-disconnectingunit 17 and engaging power connecting-disconnectingunit 21. At this moment,controller 25controls inverter 31 to supply electric power ofbattery 33 tomotor generator 19. As a result,supercharger 23 is driven bymotor generator 19. This operation allowsengine 11 to run at high output power. Therefore, this operation is similar to the driving operation ofsupercharger 23 in accordance with Embodiment 1. - The above operations are summarized as follows. When
engine 11 is started or when driving assistance ofvehicle 1001 is performed,controller 25 engages power connecting-disconnectingunit 17 and disengages power connecting-disconnectingunit 21, and then supplies electric power tomotor generator 19 to allowmotor generator 19 to perform power running. Further, whenvehicle 1001 is decelerated or when electric power is generated byengine 11 whilevehicle 1001 is stopped,controller 25 engages power connecting-disconnectingunit 17 and disengages power connecting-disconnectingunit 21, and then, allowsmotor generator 119 to perform regeneration to generate electric power. Furthermore, whenengine 11 is supercharged,controller 25 disengages power connecting-disconnectingunit 17 and engages power connecting-disconnectingunit 21, and then allowsmotor generator 19 to perform power running. - The operations described above can provide vehicle drive device 1C in which, by using
single motor generator 19,engine 11 can generate electric power whenengine 11 is started or while a vehicle is stopped, in addition to perform the supercharging, the driving force assistance, and the regeneration invehicle drive device 1A according to Embodiment 1. With the above configuration and operation,motor generator 19 is directly connected toengine 11 not viasupercharger 23. As a result, deceleration kinetic energy can be retrieved without a loss caused bysupercharger 23, thereby improving regeneration efficiency. Accordingly, even ifelectric supercharger 23 is provided, vehicle drive device 1C can retrieve regenerative electric power efficiently. - As described above, in vehicle drive device 1C according to Embodiment 1, the engine can generate electric power when the engine is started or while the vehicle is stopped, in addition to perform the supercharging, the driving force assistance, and the regenerative operation according to Embodiment 1. However, in
vehicle drive device 1A according to Embodiment 1,motor generator 19 is directly connected to driveshaft 15 only via power connecting-disconnectingunit 17. Therefore, the deceleration kinetic energy generated intires 29 can be retrieved more directly, and the driving assistance can also be performed more directly. Consequently, vehicle drive device 1C according toEmbodiment 3 is preferable in the case thatsingle motor generator 19 performs multi-function. If a higher efficiency is required,vehicle driving device 1A according to Embodiment 1 is preferable. -
FIG. 14 is a schematic diagram of vehicle drive device 1D in accordance with Exemplary Embodiment 4. InFIG. 14 , components identical to those ofvehicle drive devices 1A to 1C according to Embodiments 1 to 3 shown inFIGs. 1 to 13 are dented by the same reference numerals. - Vehicle drive apparatus 1D according to Embodiment 4 includes directional
power transmission unit 35 instead of power connecting-disconnectingunit 17 shown inFIGs. 8 to 13 . Directionalpower transmission unit 35 transmits power only tomotor generator 19 fromengine 11, and does not transmit power toengine 11 frommotor generator 19. Whenvehicle 1001 is decelerated or whenengine 11 generates electric power whilevehicle 1001 is stopped,controller 25 disengages power connecting-disconnectingunit 21 and allowsmotor generator 19 to perform regeneration. Further, whenengine 11 is supercharged,controller 25 engages power connecting-disconnectingunit 21 and allowsmotor generator 19 to perform power running. Thus, similarly to Embodiment 1, regenerative electric power can be retrieved efficiently even ifsupercharger 23 is provided. This eliminates the control of directionalpower transmission unit 35, thereby providing vehicle driving device 1D with a simple structure. - Vehicle drive device 1D according to Embodiment 4 will be detailed below.
- As shown in
FIG. 14 , directionalpower transmission unit 35 is mechanically connected betweenengine 11 andmotor generator 19. Directionalpower transmission unit 35 has the same structure as inEmbodiment 2. According to Embodiment 4, directionalpower transmission unit 35 to transmit driving force ofengine 11 only tomotor generator 19 but does not transmit driving force ofmotor generator 19 toengine 11. Configurations other than the above are the same as in vehicle drive device 1C according toEmbodiment 3. - An operation of vehicle drive device 1D will be described.
FIGs. 15 to 17 are schematic diagrams of vehicle drive device 1D for the operation thereof. Thick arrows shown inFIGs. 15 to 17 denote directions in which driving force is transmitted. - First, an operation when
vehicle 1001 is decelerated will be described with referring toFIG. 15 . Whenvehicle 1001 is decelerated, deceleration energy which is kinetic energy generated by inertia running ofvehicle 101 is transmitted fromdrive shaft 15 toengine 11 viatransmission 27. In this case, since directionalpower transmission unit 35 is connected toengine 11, the deceleration energy ofdrive shaft 15 is transmitted tomotor generator 19 viatransmission 27 andengine 11. When detecting the deceleration ofvehicle 1001,controller 25 disengages power connecting-disconnectingunit 21 immediately, and controlsmotor generator 19 to generate regenerative electric power. At this moment,controller 25controls inverter 31 to chargebattery 33. Thus, driving force due to the deceleration ofengine 11 is transmitted directly tomotor generator 19 and can perform regeneration. As a result, the regenerative electric power can be efficiently retrieved intobattery 33 without passing throughsupercharger 23. - An operation when electric energy is generated by
engine 11 whilevehicle 1001 is stopped will be described with referring toFIG. 16 . Since vehicle drive device 1D according to Embodiment 4 cannot start upengine 11 by usingmotor generator 19,vehicle 1001 does not have stop-idling function. - To prevent electric power remaining in
battery 33 from decreasing to a predetermined lower limit value whilevehicle 1001 is stopped,controller 25 disengages power connecting-disconnectingunit 21 and controlsmotor generator 19 to generate regenerative electric power. As a result, driving force ofengine 11 is transmitted tomotor generator 19 via directionalpower transmission unit 35, and the driving force allowsmotor generator 19 to generate electric power. Thus, even whilevehicle 1001 is stopped,controller 25 can supply electric power to electrical devices mounted tovehicle 1001 while chargingbattery 33. This operation provides vehicle drive device 1D capable of securing electric power whilevehicle 1001 is stopped. - Next, an operation when
supercharger 23 is driven will be described with referring toFIG. 17 . When determining thatengine 11 is necessary to be supercharged,controller 25 engages power connecting-disconnectingunit 21 and controlsmotor generator 19 to perform power running. At this moment,controller 25controls inverter 31 to supply electric power of thebattery 33 tomotor generator 19. As a result,supercharger 23 is electrically driven bymotor generator 19. At this moment, directionalpower transmission unit 35 cannot transmit driving force frommotor generator 19 to theengine 11. This eliminates an operation of disengaging of power connecting-disconnectingunit 17 unlikeEmbodiment 3. This operation allowsengine 11 to run at high output power by a simple structure. - Vehicle drive device 1D according to Embodiment 4 can neither start up
engine 11 described above nor perform driving assistance. However, since vehicle drive device 1D includes directionalpower transmission unit 35, its structure can be simplified. Accordingly, if not necessary to start upengine 11 and perform driving assistance by usingmotor generator 19,vehicle 1001 may preferably have vehicle drive device 1D according to Embodiment 4 mounted thereto. If being necessary to have these functions,vehicle 1001 may preferably have vehicle drive device 1C according toEmbodiment 3 mounted thereto. - The above configuration and operations allow regenerative electric power to be retrieved efficiently even if
electric supercharger 23 is provided, and it is not necessary to control directionalpower transmission unit 35, thus providing vehicle drive device 1D with a simple structure. - A vehicle drive device in accordance with the present invention can retrieve regenerative electric power efficiently, and is useful as a vehicle drive device, especially, for driving a vehicle that uses an engine and a motor generator.
-
- 1A-1D vehicle drive device
- 11 engine
- 15 drive shaft
- 17 power connecting-disconnecting unit (first power connecting-disconnecting unit)
- 19 motor generator
- 21 power connecting-disconnecting unit (second power connecting-disconnecting unit)
- 23 supercharger
- 25 controller
- 35 directional power transmission unit
Claims (6)
- A vehicle drive device comprising:an engine configured to be mounted to a vehicle;a drive shaft mechanically connected to the engine as to drive the vehicle;a first power connecting-disconnecting unit connected to the drive shaft;a motor generator mechanically connected to the drive shaft via the first power connecting-disconnecting unit;a second power connecting-disconnecting unit connected to the motor generator;a supercharger mechanically connected to the motor generator via the second power connecting-disconnecting unit; anda controller electrically connected to the first power connecting-disconnecting unit, the motor generator, and the second power connecting-disconnecting unit.
- The vehicle drive device according to claim 1, wherein the controller is configured to:when the engine is started or when driving of the vehicle is assisted, engage the first power connecting-disconnecting unit, disengage the second power connecting-disconnecting unit, and allow the motor generator to perform power running of the vehicle;when the vehicle is decelerated, engage the first power connecting-disconnecting unit, disengage the second power connecting-disconnecting unit, and allow the motor generator to perform regeneration; andwhen the engine is supercharged, disengage the first power connecting-disconnecting unit, engage the second power connecting-disconnecting unit, and allow the motor generator to perform power running.
- The vehicle drive device according to claim 1,wherein the first power connecting-disconnecting unit comprises a directional power transmission unit for transmitting power only to the motor generator from the drive shaft,wherein the controller is configured to:when the vehicle is decelerated, disengage the second power connecting-disconnecting unit and allow the motor generator to perform regeneration; andwhen the engine is supercharged, engage the second power connecting-disconnecting unit and allow the motor generator to perform power running.
- A vehicle drive device comprising:an engine configured to be mounted to a vehicle;a first power connecting-disconnecting unit connected to the engine;a motor generator mechanically connected to the engine via the first power connecting-disconnecting unit;a second power connecting-disconnecting unit connected to the motor generator;a supercharger mechanically connected to the motor generator via the second power connecting-disconnecting unit; anda controller electrically connected to the first power connecting-disconnecting unit, the motor generator, and the second power connecting-disconnecting unit.
- The vehicle drive device according to claim 4, wherein the controller is configured to:when the engine is started or when driving of the vehicle is assisted, engage the first power connecting-disconnecting unit, disengage the second power connecting-disconnecting unit, and allow the motor generator to perform power running;when the vehicle is decelerated or when electric power is generated by the engine while the vehicle is stopped, engage the first power connecting-disconnecting unit, disengage the second power connecting-disconnecting unit, and allow the motor generator to perform regeneration; andwhen the engine is supercharged, disengage the first power connecting-disconnecting unit, engage the second power connecting-disconnecting unit, and allow the motor generator to perform power running.
- The vehicle drive device according to claim 4,wherein the first power connecting-disconnecting unit comprises a directional power transmission unit for transmitting power only to the motor generator from the engine,wherein the controller is configured to:when the vehicle is decelerated or when electric power is generated by the engine while the vehicle is stopped, disengage the second power connecting-disconnecting unit and allow the motor generator to perform regeneration; andwhen the engine is supercharged, engage the second power connecting-disconnecting unit and allow the motor generator to perform power running.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2014087929 | 2014-04-22 | ||
PCT/JP2015/000753 WO2015162834A1 (en) | 2014-04-22 | 2015-02-18 | Vehicle drive device |
Publications (2)
Publication Number | Publication Date |
---|---|
EP3135520A1 true EP3135520A1 (en) | 2017-03-01 |
EP3135520A4 EP3135520A4 (en) | 2017-05-10 |
Family
ID=54332017
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP15782445.9A Withdrawn EP3135520A4 (en) | 2014-04-22 | 2015-02-18 | Vehicle drive device |
Country Status (4)
Country | Link |
---|---|
US (1) | US9776625B2 (en) |
EP (1) | EP3135520A4 (en) |
JP (1) | JP6295447B2 (en) |
WO (1) | WO2015162834A1 (en) |
Families Citing this family (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP3392108B1 (en) * | 2015-12-16 | 2020-10-07 | Volvo Truck Corporation | Controller and method for controlling hybrid system |
CA3138437A1 (en) * | 2016-06-14 | 2017-12-21 | Polaris Industries Inc. | Hybrid utility vehicle |
US10292055B2 (en) * | 2017-07-18 | 2019-05-14 | Centurylink Intellectual Property Llc | Method and system for implementing self organizing mobile network (SOMNET) of drones |
US10794268B2 (en) * | 2018-08-14 | 2020-10-06 | Ford Global Technologies, Llc | Powering a supercharger for a hybrid electric powertrain |
US10780770B2 (en) | 2018-10-05 | 2020-09-22 | Polaris Industries Inc. | Hybrid utility vehicle |
US11370266B2 (en) | 2019-05-16 | 2022-06-28 | Polaris Industries Inc. | Hybrid utility vehicle |
JP7431065B2 (en) * | 2020-03-10 | 2024-02-14 | カワサキモータース株式会社 | Vehicle with electric supercharger |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102008057101A1 (en) * | 2007-11-30 | 2009-06-04 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | A method of controlling the operation of a generator in a vehicle driveline and vehicle driveline |
WO2011009693A1 (en) * | 2009-07-24 | 2011-01-27 | Bayerische Motoren Werke Aktiengesellschaft | Vehicle comprising a charged combustion engine and method for operating a vehicle comprising a charged combustion engine |
WO2013004595A1 (en) * | 2011-07-07 | 2013-01-10 | Kasi Technologies Ab | Hybrid system comprising a supercharging system and method for operation |
WO2013148205A1 (en) * | 2012-03-29 | 2013-10-03 | Eaton Corporation | Variable speed hybrid electric supercharger assembly and method of control of vehicle having same |
Family Cites Families (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5028803A (en) * | 1989-03-22 | 1991-07-02 | Sundstrand Corporation | Integrated drive generator system with direct motor drive prime mover starting |
JP2000154729A (en) * | 1998-11-18 | 2000-06-06 | Daihatsu Motor Co Ltd | Diesel engine |
JP2001323818A (en) * | 2000-05-16 | 2001-11-22 | Nissan Motor Co Ltd | Engine having supercharger |
JP4136990B2 (en) * | 2004-04-12 | 2008-08-20 | トヨタ自動車株式会社 | Control method for starting hybrid vehicle |
GB0616127D0 (en) | 2006-08-14 | 2006-09-20 | Nexxtdrive Ltd | A method of operating a supercharger |
JP4491490B2 (en) * | 2007-07-18 | 2010-06-30 | 三菱電機株式会社 | Supercharger for vehicle |
JP2012092708A (en) | 2010-10-26 | 2012-05-17 | Isuzu Motors Ltd | Electrically-assisted turbocharger |
WO2013061373A1 (en) * | 2011-10-27 | 2013-05-02 | トヨタ自動車株式会社 | Vehicle control device |
JP2013181393A (en) | 2012-02-29 | 2013-09-12 | Daimler Ag | Supercharging system for engine |
JP2014194209A (en) * | 2013-02-26 | 2014-10-09 | Nissan Motor Co Ltd | Device and method of controlling supercharge system |
-
2015
- 2015-02-18 JP JP2016514687A patent/JP6295447B2/en active Active
- 2015-02-18 US US15/115,238 patent/US9776625B2/en active Active
- 2015-02-18 EP EP15782445.9A patent/EP3135520A4/en not_active Withdrawn
- 2015-02-18 WO PCT/JP2015/000753 patent/WO2015162834A1/en active Application Filing
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102008057101A1 (en) * | 2007-11-30 | 2009-06-04 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | A method of controlling the operation of a generator in a vehicle driveline and vehicle driveline |
WO2011009693A1 (en) * | 2009-07-24 | 2011-01-27 | Bayerische Motoren Werke Aktiengesellschaft | Vehicle comprising a charged combustion engine and method for operating a vehicle comprising a charged combustion engine |
WO2013004595A1 (en) * | 2011-07-07 | 2013-01-10 | Kasi Technologies Ab | Hybrid system comprising a supercharging system and method for operation |
WO2013148205A1 (en) * | 2012-03-29 | 2013-10-03 | Eaton Corporation | Variable speed hybrid electric supercharger assembly and method of control of vehicle having same |
Non-Patent Citations (1)
Title |
---|
See also references of WO2015162834A1 * |
Also Published As
Publication number | Publication date |
---|---|
JP6295447B2 (en) | 2018-03-20 |
WO2015162834A1 (en) | 2015-10-29 |
JPWO2015162834A1 (en) | 2017-04-13 |
US9776625B2 (en) | 2017-10-03 |
US20170008512A1 (en) | 2017-01-12 |
EP3135520A4 (en) | 2017-05-10 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US9776625B2 (en) | Vehicle drive device | |
US8517892B2 (en) | Method and apparatus for controlling hybrid electric vehicles | |
JP6573201B2 (en) | Hybrid system for vehicles | |
CN109353231B (en) | Electric automobile driving system with loading system, electric automobile and control method | |
CN104085393B (en) | A kind of strong mixed pure electronic starting control method of car | |
US10385818B2 (en) | Vehicle control apparatus | |
US20080146411A1 (en) | Method for controlling engine torque of hybrid electric vehicle with electronic throttle control | |
US8942877B2 (en) | Hybrid vehicle and method for controlling the same | |
RU2632058C1 (en) | Hybrid vehicle control device | |
US9175660B2 (en) | Method for operating a vehicle | |
US9586469B2 (en) | Hybrid vehicle control device | |
US9156461B2 (en) | Vehicle control unit | |
JP2008239041A (en) | Hybrid vehicle | |
US9352738B2 (en) | Dual clutch powertrain architecture | |
KR20190072926A (en) | Method for controlling vehicle including idle stop and go function | |
WO2012096043A1 (en) | Regeneration control device, hybrid automobile, regeneration control method, and program | |
CN106080164A (en) | A kind of stand-by motor system of hybrid vehicle | |
JP2000287304A (en) | Driving device for internal combustion engine | |
KR100802672B1 (en) | Ev mode performance device in soft typed hybrid vehicle and performance method thereof | |
CN108602424B (en) | Hybrid vehicle | |
KR102017575B1 (en) | Air conditioning control method of mild hybrid vehicle | |
US11766927B2 (en) | Vehicle | |
GB2446407A (en) | A clutch disengages an engine from ancillary devices when high power is required | |
JP2015189249A (en) | starter generator control device | |
JP2004291707A (en) | Auxiliary machine control device of hybrid vehicle |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
17P | Request for examination filed |
Effective date: 20160607 |
|
AK | Designated contracting states |
Kind code of ref document: A1 Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR |
|
AX | Request for extension of the european patent |
Extension state: BA ME |
|
A4 | Supplementary search report drawn up and despatched |
Effective date: 20170410 |
|
RIC1 | Information provided on ipc code assigned before grant |
Ipc: B60W 20/00 20160101ALI20170404BHEP Ipc: B60L 11/14 20060101ALI20170404BHEP Ipc: B60W 30/18 20120101ALI20170404BHEP Ipc: B60K 6/24 20071001ALI20170404BHEP Ipc: B60K 6/48 20071001ALI20170404BHEP Ipc: F02B 39/10 20060101ALI20170404BHEP Ipc: F02D 23/00 20060101ALI20170404BHEP Ipc: B60K 6/547 20071001ALI20170404BHEP Ipc: B60W 10/02 20060101ALI20170404BHEP Ipc: F02B 37/04 20060101ALI20170404BHEP Ipc: B60K 6/40 20071001AFI20170404BHEP |
|
DAX | Request for extension of the european patent (deleted) | ||
17Q | First examination report despatched |
Effective date: 20190425 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN |
|
18D | Application deemed to be withdrawn |
Effective date: 20190906 |